high speed heavy haul transit - pandrol · noise and vibration reduction; and rail electrification....
TRANSCRIPT
EXPERIENCED
SUSTAINABLE
CUSTOM SOLUTIONS, LOCAL SERVICE
From arid desert to sub-zero coast, PANDROL has a highly evolved solution for every environment. Our thousand-strong team covers the globe.
LEADERSHIP IN PRODUCT DEVELOPMENT
PANDROL customers benefit from technology leading products, rigorous testing and the best on-site support through our global R&D facilities.
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More than 2 billion PANDROL products are in service today. Our unrivalled expertise and approach to quality, compliance, engineering and design mean they perform longer and need fewer replacements.
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NOBODY KNOWS TRACK BETTER THAN WE DO
We’ve been serving the world’s rail track systems for over 75 years. PANDROL solutions are at the heart of more than 400 railways, in over 100 countries.
THE FIVE PILLARS OF OUR SUCCESS
2
EXPERIENCED
RESPONSIVE
LEADING THE WAY IN TRACK SYSTEM SOLUTIONS SINCE 1937
We aim to deliver the world’s best system track solutions. The PANDROL global family of companies applies innovative R&D to its areas of expertise in rail fastening products and installation; track engineering, maintenance and analysis; noise and vibration reduction; and rail electrification. Founded in 1937, PANDROL is the global leader in rail fastenings with more than 2 billion products in service in over 100 countries.
THE FOUNDATIONS OF SPEED
Introduction
PANDROL has supplied fastenings for High Speed tracks around the world.
PANDROL e-CLIPS and PANDROL FASTCLIPS are installed on
Korea’s High Speed railway, known as KTX. The e-CLIPS were fi rst
installed on the 57 km test section that opened in 2000,
and PANDROL FASTCLIPS were then chosen for the rest of the line.
KTX has been in service since 2004, with an additional 120 km of
High Speed line built in 2010.
Construction of the second route began in 2007 using Rheda2000
slab track with Pandrol SFC baseplates.
PANDROL e-CLIPS are used on the 300 km/h line from Brussels to
the French border. Tests on this 80 km route have reached 355
km/h, and regular 300 km/h services have operated since 1996.
Some sections of the lines from Brussels to Ostend and Antwerp
are being upgraded with line speed raised from 160 km/h to 200
km/h, and here too concrete sleepers have been used with
PANDROL e-CLIPS. Maximum axle load is 17 tonnes at 300 km/h
and 22·5 tonnes at 160 km/h.
The 189.9 km Passenger Dedicated Line from Shijiazhuang to
Taiyuan was designed for an ultimate operating speed of
250-300 km/h. Unusually for a PDL, some freight also runs on the
line, which can therefore accept a 25 tonne axle load. The route
has 76 km of plain line, 39 km on bridges, and 75 km in tunnel.
The ballasted track is equipped throughout with PANDROL
FASTCLIPS. The PANDROL Off set SINGLE FASTCLIP (SFC) baseplate
system is used in all the tunnels. These baseplates can be adjusted
laterally by up to ±12 mm, and vertically by +30/-2 mm, which
makes it ideal for slab track where speed and ease of installation
and alignment, both during construction and subsequent
maintenance, is critical. Another PDL links Hefei and Wuhan
(356 km). The four main tunnels totalling 37 km have PANDROL
In-line SFC fastenings chosen for their ability to provide lateral
(up to ±12 mm) and vertical (+30/-0 mm) adjustment and for
compatibility with the track form. As with the Shijiazhuang –
Taiyuan PDL, the design line speed is 300 km/h, with a maximum
axle load of 25 tonnes.
LGV Est Européenne, a 300 km route linking Paris with eastern
France, is equipped throughout with PANDROL FASTCLIP fastenings
on concrete sleepers. It was on this line that the V150 trainset
smashed the world speed record for a train on conventional rails,
reaching 574·8 km/h in April 2007.
The regular maximum speed on this line is 320 km/h. FASTCLIP has
been also installed on Rhin – Rhône LGV and more recently on the
Bretagne Pays de la Loire LGV, which is to be put in commercial
service in mid-2017.
An installation of e-CLIPS has been in place in the Haruna tunnel on
the Joetsu Shinkansen since 1993. All of the ballasted track, and
about 10 km of non-ballasted track on the Nagano Shinkansen, is
fi tted with PANDROL e-CLIPS. The extension of the Tohoku
Shinkansen, north of Morioka, features FASTCLIPS on ballasted track
and e-CLIPS or FASTCLIPS on 10 km of the slab track.
SOUTH KOREA
BELGIUM
CHINA
FRANCE
JAPAN
4
Contents
THE FIVE PILLARS OF OUR SUCCESS 1
THE FOUNDATIONS OF SPEED 3
FASTCLIP FC 5
FASTCLIP FE 6
CASE STUDY: Construction Of The New Lgv-Est High Speed Connecting Central Europe 7
NABLA EVOLUTION 9
SD SYSTEM 10
CASE STUDY: Through China’s Mountains 11
eCLIP 13
Re SYSTEM 14
VIPA DFC 15
FASTCLIP SFC 16
FASTCLIP FCA 17
PCT UNDER SLEEPER PADS 18
THE PANDROL FAMILY 19
HIGH SPEED REFERENCE LIST 22
PANDROL FASTCLIP FC is a threadless fastening with low maintenance and pre-assembly of the fastening which remains captive on the sleeper.
Our FASTCLIP system has been successfully used in a number of countries operating High Speed railways including France, China, Korea and Japan where operating speeds exceed 250 km/h and operations up to 330 km/h.
FASTCLIP FC
Installation
Installing rail fastenings by mechanised equipment
reduces the installed cost of the rail fastenings and can
provide further savings during the life of the fastening.
The PANDROL FASTCLIP system minimises maintenance
costs proven components and materials working
together as a system.
KOREA
Pre-assembly and captive on sleeper
Rapid installation capability (up to 70 sleepers per minute)
Threadless, self-tensioned fastening
Global High Speed references
Product specifi cations
TYPICAL PERFORMANCE
FC 1500 FC 1600
Clamping ForceEN 13146-7:2012 > 16 kN > 20 kN
Creep ResistanceEN 13146-1:2012 > 9 kN > 9 kN
Electrical ResistanceEN 13146-5:2012 > 5 kΩ > 5 kΩ
TYPE OF SYSTEM
Indirect Direct
FASTCLIP FC Operating Conditions Rail Pad Resilience
CEN CAT
Typical OperationTypical Rad
(m)Min Rad
(m)Typical Axle
(kN)Max Axle
(kN)Max Speed
(km/h)Very Stiff Stiff Med Soft Very Soft
DML Large Curved(inc. High Speed)
800 400 180 260 350
Recommendations for ballasted track
Data in this document indicates typical performance. Precise performance depends on exact operating conditions. Please consult PANDROL to discuss tailored solutions.
6
The PANDROL FASTCLIP FE is a threadless fastening system that arrives to track pre-assembled. As a threadless system FASTCLIP is ideally suited to an environment where time for maintenance is limited and where the integrity of the fastening system is crucial for safety.
Having evolved from the well proven FASTCLIP FC series PANDROL FASTCLIP FE has been designed to work with low stiff ness rail pads.
FASTCLIP FE
Product specifi cations
Threadless, self-tensioning fastening
Correct tensioning is automatically achieved when the clip is driven into the working position
Switch-on switch-off fastening system
Optimised for high output track relaying/mechanisation
TYPICAL PERFORMANCE
FE 1400 FE 1500
Clamping ForceEN 13146-7:2012 > 16 kN > 20 kN
Creep ResistanceEN 13146-1:2012 > 9 kN > 9 kN
Electrical ResistanceEN 13146-5:2012 > 5 kΩ > 5 kΩ
TYPE OF SYSTEM
Indirect Direct
Installation
The PANDROL FASTCLIP system was developed for
mechanised installation. Clip application units can
either be incorporated directly into the frame of a track
laying train (no manpower required), or run as free
standing units. The unique shape of the FASTCLIP
installed perpendicular to the rail provides the
opportunity for High Speed remote track inspection,
and the threadless design of the fastening, minimises
the requirements for maintenance.
FASTCLIP FE Operating Conditions Rail Pad Resilience
CEN CAT
Typical OperationTypical Rad
(m)Min Rad
(m)Typical Axle
(kN)Max Axle
(kN)Max Speed
(km/h)Very Stiff Stiff Med Soft Very Soft
DML Large Curved(inc. High Speed)
800 400 180 260 350
Recommendations for ballasted track
SNCF began developing the French network of High Speed railways
in the early 1980’s radiating from Paris. The Sud-Est route to Lyon
opened in 1982, followed by the Atlantique Lines to West and
South- West France, the Nord-Europe line running to Lille, Belgium
and the Channel Tunnel, and extensions taking Sud-Est trains all the
way to Marseille. Rèseau Ferrè de France (RFF) is now the owner of all
the national railway network. This new state company is in charge of
the construction of the HSR to the East, well known as LGV-Est.
LGV-EST HIGH SPEED CONNECTING CENTRAL EUROPE
TGV is not only about fast trains, speeds can only be safely
achieved when running on specially designed tracks. Existing
tracks must be replaced with new tracks known as LGV (Ligne à
Grande Vitesse). Although the design of the TGV train does allow
it to run on existing tracks, it cannot achieve its full speed.
Whilst not all main-line tracks have been re-laid, some have been
upgraded to enable higher speeds (up to 220 km/h), without the
cost of totally relaying the track.
The LGV-Est (Ligne à Grande Vitesse) has been under discussion
since the mid-1980’s with regards to the best route and fi nancial
viability of construction, given that the line was unlikely to carry
as much traffi c as other lines under consideration at the time.
Finally in 1999 the French Infrastructure owner, RFF, received
permission to construct a 300 km line running from Vaires, on
the Eastern suburbs of Paris, to Baudrecourt near Metz and
Nancy. Phase 1 of the new LGV Construction is being fi nanced
by the local government authorities and regions, with
contributions from the French State, EU, Luxembourg, RFF
and SNCF.
As far as journey time is concerned, with the fi rst
phase of the project up to Baudrecourt spectacular reductions
are possible by June 2007: Paris to Reims from 1h 33mins to
45mins, Paris to Luxembourg from 3h 37mins to 2h 15mins,
Paris to Strasbourg from 3h 52mins to 2h 20mins, Paris to
Frankfurt am Main from 6h 19mins to 3h 45mins, Paris
to Stuttgart from around 6h to 3h 45mins and Paris to Zurich
from around 6h to 4h 30mins.
Case study
The route of the East LGV, with its layout, bends and geometry has
been designed by RFF to enable trains to reach a speed of
350 km/h. To run safely at this speed, the LGV Est is fi tted with the
very best electronic and telecom equipment. In addition to the
French traditional signalling system known as TVM 430, it has a
technological innovation known as the ERTMS (European Rail Traffi c
Management System), a string of letters used to show that Europe’s
rail network of the future is already under construction today.
MARSEILLE
88
At present, High Speed trains ‘feel’ the rail thanks to the train’s
wheels which ‘short out’ a low voltage current in the rail circuits. It is
this that tells the control room exactly where the train is on the
track. The data, which is essential for traffi c safety and fl ow, is
transmitted by cable. Once the control room receives the
information it is analysed and the controller sends the train back its
maximum operating speed.
This means that if a train stops between stations all the other trains
coming up behind it are informed. Thanks to ERTMS, which is being
developed throughout Europe, enabling trains run by any European
operator to travel on the LGV Est system. The aim is to make rail
networks in France and neighbouring countries compatible or
‘interoperable’.
The FASTCLIP fastening is slightly elastic, ensuring perfect contact
between rail and sleepers. Thanks to this product coupling torque
can be regularly inspected by video, cutting the costs of
maintenance in the long term without any risk whatsoever. For the
same reason the new link uses grease-free points and switches,
installed CCTV or intelligent sensors and carry out ad hoc testing of
track assemblies on single block sleepers or concrete platform.
Detecting the presence of trains
Under Sleeper Pads provide a simple way of modifying the
stiff ness of ballasted track with an attractive cost-benefi t ratio,
by adding an elastic layer to the underside of the sleeper.
The application of USPs can be divided in two broad areas: track
quality improvement and noise and vibration control, although
these are not mutually exclusive.
The combined technologies of the Pandrol rail fastening system
and Pandrol CDM Track products mean we are uniquely capable in
providing seamless integrated solutions for High Speed railways.
Temporary track is laid, which carries the wagons transporting
the rails for the permanent track - it is made up of recovered rails
and wooden sleepers.
Rails are delivered. These rails can be up to 400 metres long.
For each track the rail is fi rst unloaded, then the twin block
concrete sleepers, pre-assembled with PANDROL FASTCLIP
fasteners, insulators and rail pads, are put into position on the
bed. The rail is then threaded into the rail seat, and mechanically
fi xed in place by the elastic fasteners, the FASTCLIP that will be
used for the fi rst time on a French HSR.
5,000 tonnes of ballast is transported each day by rail and is
unloaded on each side of the rail. Coarser, harder and more solid
on an HSR than on traditional tracks, it will be changed every 25
years. Track laying is advancing at a rate of 600 metres of double
track each day (over 5,000 tonnes of ballast, 2,000 sleepers, 8,000
FASTCLIP fasteners, and 2,400 m of rails being the daily
requirements for this).
LYON Trackwork
On French High Speed lines and the CTRL, equipment for track
laying and catenery erection is mostly brought to worksites by rail.
On the LGV Est three bases were established. The fi rst at Vadenay/
Saint-Hilaire (Marne area) became operational in October 2004.
The Ocquerre base (Seine et Marne area) offi cially opened its gates
on 31st March 2005,and in May 2005 it was the turn of Pagny-sur-
Moselle (Meurthe et Moselle area). The LGV-Est is a double track line,
using twin-block concrete sleepers with PANDROL FASTCLIP
fasteners. The margin of precision when laying the tracks is 5 mm.
The traditional way for the tracklaying to progress is as follows:
NABLA EVOLUTIONThe Nabla Evolution Fastening System applies and improves on the principal characteristics of the NABLA system, which has been proven in installations for several decades.
It enables simple installation and maintenance maintaining the track gauge and signifi cantly increasing the life of the assembly components.
SINGAPORE
Tightening to refusal, for consistency of force on the rail foot
Lateral adjustment
Based on well proven NABLA technology for High Speed tracks
Product specifi cations
TYPICAL PERFORMANCE
Clamping Force> 16 kN
Creep ResistanceEN 13146-1:2012 > 9 kN
Electrical ResistanceEN 13146-5:2012 > 10 kΩ
TYPE OF SYSTEM
Indirect Direct
NABLA EVOLUTION Operating Conditions Rail Pad Resilience
CEN CAT
Typical OperationTypical Rad
(m)Min Rad
(m)Typical Axle
(kN)Max Axle
(kN)Max Speed
(km/h)Very Stiff Stiff Med Soft Very Soft
DML Large Curved(inc. High Speed)
800 400 180 260 350
Recommendations for ballasted track
FRANCE
Installation
The Nabla Evolution Fastening System has been
installed in France on Plan Rail Auvergne to refurbish
the track in the Massif Central with many tight
curves (200 m).
Data in this document indicates typical performance. Precise performance depends on exact operating conditions. Please consult PANDROL to discuss tailored solutions.
10
Optimised for use on concrete sleepers
Suitable for retrofi t of SKL sleepers
Arrives to track pre-assembled
Suitable for mechanised / automated installation
SD SYSTEMSD SYSTEMS have been developed by PANDROL to provide a threaded solution on conventional and High Speed tracks off ering very high technical performances.
SD means ‘Safely Driven’, referring to the controlled clip guidance from the parked to the in-service position. With compatibility for pre-assembly at the concrete sleeper manufacturing plant, SD SYSTEMS are also designed to off er high productivity with mechanised installation.
FRANCEProduct specifi cations
TYPICAL PERFORMANCE
Clamping Force > 16 kN
Creep Resistance > 9 kN
Electrical ResistanceEN 13146-5:2012 > 10 kΩ
TYPE OF SYSTEM
Indirect Direct
Installation
SD SYSTEM is an improvement and evolved from the
current SKL type system. SD clips have been developed
for diffi cult installation confi gurations:
Direct installation on new concrete sleepers
Retrofi tting on existing SKL concrete sleepers
SD SYSTEM Operating Conditions Rail Pad Resilience
CEN CAT
Typical OperationTypical Rad
(m)Min Rad
(m)Typical Axle
(kN)Max Axle
(kN)Max Speed
(km/h)Very Stiff Stiff Med Soft Very Soft
DML Large Curved(inc. High Speed)
800 400 180 260 350
Recommendations for ballasted track
FRANCE
The Wuhan-Hefei line was opened to traffi c
in April 2009. A CRH High Speed Test train is
shown exiting Dabieshan Tunnel onto the
ballasted track, which is fi tted with PANDROL
FASTCLIP fastenings. During the tests shown the
trains reached 278 km/h.
THROUGH CHINA’S MOUNTAINS
China is currently extending its network of High Speed
Passenger Dedicated Lines. One of these links the central
Chinese cities of Wuhan and Hefei over a distance of 360 km.
Opened in April 2009, the line operates at a speed of 250 km/h
which cuts the journey time between the two cities from 8
hours to just under 2 hours. The central part of this line crosses
the remote Dabieshan mountains through a series of four
tunnels with a total length of 37 km. All of the trackforms
through these tunnels are based on the Rheda 2000 slab design,
and the slab is fi tted with PANDROL in-line SFC baseplates. The
design of the slab was carried out by the 4th Design & Survey
Institute, which is part of China Railway Construction
Corporation.
The PANDROL in-line SFC was chosen as the fastening system
based on overall cost benefi t and compliance with MOR’s
technical specifi cations and experience. PANDROL went on to
demonstrate the fastening design to the contractor, highlighting
the simple construction, excellent insulating properties, durable
components and ease of maintenance. Track construction was
carried out from April until November 2008 by two units from
China Railway Engineering Corporation. On each work site, each
contractor completed 300 m of track per day. The twin-block
sleepers were manufactured in the nearby city of Bengbu and
brought to the site by road. They were laid out in the tunnel
before being fi tted with the base plates and other fastening
components.
Here fi tting of the fastenings was carried out on site by the main
contractor, although the option exists to fi t all the components
at the sleeper factory. Short rails were then fi tted and the
resulting panels laid at their correct line and level. Adjustment of
the panel height and level was quickly carried out before
concrete is poured to form the fi nal track slab.
Case study
In China the speed of work dominates the construction
programme in order that the very tight opening dates, set by the
government, could be met. Therefore initial adjustment needs to
be a very rapid process so that the tunnel track can be concreted
and opened to slow-moving materials trains as soon as possible.
The contractor took advantage of the fi ne adjustment built in to
the SFC system to carry out fi nal adjustment between the
passage of materials trains. Surveying for the adjustment was
carried out using a laser device mounted on a specialised trolley.
Fine vertical adjustment was carried out by inserting shims
under the baseplates. The baseplate bolts are dimensioned such
that an increase in baseplate height of up to 30 mm can be
applied. Heights can be adjusted to an accuracy of ±0.5 mm,
thus allowing a vertical alignment of suffi cient quality for High
Speed operations. Height adjustment was carried out by
loosening the baseplate bolts. This allows the rails and
baseplates to be lifted and then new shims inserted. This was
not only a rapid process but could be done between the
passage of materials trains.
Here the alignment and level are being checked before concrete pouring. Note the use of gauge bars to ensure that gauge is maintained when the panel is raised onto spindles.
12
Height adjustment was
carried out by loosening
the baseplate bolts.
This allows the rails and
baseplates to be lifted
and then new shims
inserted. This was not
only a rapid process
but could be done
between the passage
of materials trains.
The holding-down bolts on the baseplate are equipped with
serrated washers that allow very fi ne adjustment of lateral
position and gauge. Again, the baseplate bolts are loosened,
the rails are positioned and the bolts are retightened.
Following grinding of the rail head and surveys to check the
alignment, High Speed trains began to run on the line, reaching
speeds of up to 278 km/h during tests. The line opened for
revenue service in April 2009 and has been highly successful.
The whole trip from Wuhan to Shanghai now takes 5 hours
compared with around 11 hours before the new line was built,
making it an attractive alternative to air travel.
COMPLETED RHEDA 2000 SLAB TRACK WITH PANDROL INLINE SFC FASTENINGS
The panel of track is now ready for concreting. The fastenings have been covered to prevent concrete contamination.
eCLIP SYSTEMOriginal design PANDROL e-CLIP systems for virtuallyevery possible known rail section, manufactured to one quality standard at one of PANDROL’s global manufacturing facilities.
Original PANDROL e-CLIPS are well proven on High Speed where PANDROL is uniquely capable to support the whole e-CLIP fastening system, from design through to testing, supply and after sales service.
SINGAPORE
Safe, reliable system from the original designer of e-CLIP. Based on many decades of world wide experience
Threadless, self-tensioning system
High quality manufacture and specifi cation ensure e-CLIP fatigue performance
Product specifi cations
TYPICAL PERFORMANCE
e2000
Clamping ForceEN 13146-7:2012 > 18 kN
Creep ResistanceEN 13146-1:2012 > 9 kN
Electrical ResistanceEN 13146-5:2012 > 5 kΩ
TYPE OF SYSTEM
Indirect Direct
e-CLIP Operating Conditions Rail Pad Resilience
CEN CAT
Typical OperationTypical Rad
(m)Min Rad
(m)Typical Axle
(kN)Max Axle
(kN)Max Speed
(km/h)Very Stiff Stiff Med Soft Very Soft
DML Large Curved(inc. High Speed)
800 400 180 260 350
Recommendations for ballasted track
JAPAN
Installation
The PANDROL e-CLIP SYSTEM is adaptable to all rail
applications and is proven globally on High Speed
applications.
Data in this document indicates typical performance. Precise performance depends on exact operating conditions. Please consult PANDROL to discuss tailored solutions.
14
JAPAN
Re SYSTEM
BELGIUM
The PANDROL Re SYSTEM can be adapted where e-CLIP SYSTEM is currently used or specifi ed. The Re SYSTEM delivers faster installation times and a reduced number of components when compared to a traditional e-CLIP equivalent. With the Re SYSTEM, the rail pad is supplied with the side post insulators already attached, reducing time and labour when laying out and installing the components on site. This leads to more productive engineering possessions for track refurbishment.
The Re SYSTEM is also supplied with toe insulators already in place on the toe of the clip, again reducing installation time and the number of loose components on site.
Product specifi cations
Suitable for use on concrete and steel sleepers
Suitable for use on light rail, metro, general main line, high speed and heavy axle loads
TYPICAL PERFORMANCE
Re1800 Re2000
Clamping ForceEN 13146-7:2012 > 16 kN > 20 kN
Creep ResistanceEN 13146-1:2012 > 9 kN >9 kN
Electrical ResistanceEN 13146-5:2012 > 5kΩ > 5 kΩ
TYPE OF SYSTEM
Indirect Direct
Installation
The PANDROL Re SYSTEM installs on new and
existing PANDROL e-CLIP or PR clip concrete sleepers.
The designed-in curvature of the pad simplifi es the
rail installation process by making rail threading easier.
currently used or specifi ed. The Re SYSTEM delivers faster installation
Re SYSTEM Operating Conditions Rail Pad Resilience
CEN CAT
Typical OperationTypical Rad
(m)Min Rad
(m)Typical Axle
(kN)Max Axle
(kN)Max Speed
(km/h)Very Stiff Stiff Med Soft Very Soft
DML Large Curved(inc. High Speed)
800 400 180 260 350
Recommendations for ballasted track
VIPA DFCPANDROL VIPA DFC is an economical, high performance solution for track ideally suited for applications in pre-cast blocks, sleepers or slabs.
The PANDROL VIPA DFC baseplates can be delivered to the track site fully pre-assembled. Both lateral and vertical adjustment are provided.
VIPA DFC provides an optimum system for pre cast applications
Suitable for use on both ballasted and non-ballasted tracks (slab tracks)
Unique combination of low cost and high performance with switch-on switch-off fastening technology
Track stiff ness >20 kN/mm
Product specifi cations
TYPICAL PERFORMANCE
Clamping ForceEN 13146-7:2012 > 16 kN
Creep ResistanceEN 13146-1:2012 > 9 kN
Electrical ResistanceEN 13146-5:2012 > 10 kΩ
TYPE OF SYSTEM
Indirect Direct
Installation
The system is an adjustable indirect baseplate type,
ideally suited for installation on pre-cast blocks,
sleepers or slabs. Track / structure interaction can be
accommodated by low toe load / rail free variants.
Construction
Type of Construction
Op
tim
ised
Alt
ern
ativ
e
Comment
Top down wet pour Consult PANDROL
Top down drill/grout Consult PANDROL
Pre cast block/sleeper Cast in shoulder & dowel
Pre cast plinth/slab Cast in shoulder & dowel
Booted sleeper Consult PANDROL
Direct to Bridge (Timber/Steel)
Consult PANDROL
Retro t existing system
Consult PANDROL
Data in this document indicates typical performance. Precise performance depends on exact operating conditions. Please consult PANDROL to discuss tailored solutions.
16
FASTCLIP SFCSFC
CHINA
The PANDROL FASTCLIP SFC baseplate system has been designed to provide the advantages of the PANDROL FASTCLIP system on slab track applications.
The design allows full advantage to be taken of the PANDROL FASTCLIP captive fastening system, making it an ideal product for non-ballasted trackforms, and off ering high levels of vertical and lateral adjustment.
Product specifi cations
TYPICAL PERFORMANCE
Clamping ForceEN 13146-7:2012 > 16 kN
Creep ResistanceEN 13146-1:2012 > 9 kN
Electrical ResistanceEN 13146-5:2012 > 10 kΩ
TYPE OF SYSTEM
Indirect Direct
Installation
Installation on pre-cast block, sleeper or slab.
The FASTCLIP SFC System is well proven on High Speed
projects in France, China, Korea and Japan.
Optimised for use on concrete non-ballasted tracks (slab tracks)
Well proven system on High Speed tracks
All resilience provided in the rail pad
Construction
Type of Construction
Op
tim
ised
Alt
ern
ativ
e
Comment
Top down wet pour Consult PANDROL
Top down drill/grout Consult PANDROL
Pre cast block/sleeper Cast in Inserts preferred
Pre cast plinth/slab Cast in Inserts preferred
Booted sleeper Consult PANDROL
Direct to Bridge (Timber/Steel)
Consult PANDROL
Retro t existing system
Consult PANDROL
FASTCLIP FCA
Construction
Type of Construction
Op
tim
ised
Alt
ern
ativ
e
Comment
Top down wet pour Consult PANDROL
Top down drill/grout Consult PANDROL
Pre cast block/sleeper Dowels cast in block / sleeper
Pre cast plinth/slab Dowels cast in plinth / slab
Booted sleeper Dowels cast in block
Direct to Bridge (Timber/Steel)
Consult PANDROL
Retro t existing system
Consult PANDROL
BOWSHANK
Optimised for use on pre-cast blocks, sleepers and slabs
Low cost solution
Fully pre-assembled and suitable for mechanised installation
TYPE OF SYSTEM
Indirect Direct
Installation
Low clamping force and rail free variants are available
to address track-structure interaction. Stiff ness is
provided in one pad under the rail typically more than
40 kN/mm. This system stiff ness is consistent with High
Speed PANDROL FASTCLIP SFC installations in China,
Korea and Japan.
PANDROL FASTCLIP FCA has been designed for use on slab tracks where track stiff ness of >40 kN/mm is required, ideally suited for application in pre-cast blocks, sleepers and slabs. FASTCLIP FCA can be assembled at the sleeper/slab factory and delivered to site captive/pre-assembled on the pre-cast element.
The system is a very economical high performance product optimised for embedded pre-cast concrete elements.
Product specifi cations
TYPICAL PERFORMANCE
Clamping ForceEN 13146-7:2012 > 16 kN
Creep ResistanceEN 13146-1:2012 > 9 kN
Electrical ResistanceEN 13146-5:2012 > 10 kΩ
Data in this document indicates typical performance. Precise performance depends on exact operating conditions. Please consult PANDROL to discuss tailored solutions.
18
UNDER SLEEPER PADSUNDER SLEEPER PADS are tailor-made resilient systems designed to reduce track maintenance, increase the quality of the track and provide vibration mitigation. These elastic elements are fi tted to the bottom surface of the sleeper.
Improvement of Track Quality
Reduction of stresses on track components and substructure due to a better load distribution over the track, both longitudinally and laterally.
Improvement of the initial track geometry = less settlement & corrugation.
Economic Impact: Reduction of Life Cycle Costs
Increased longevity of the track and all the components.
Reduction of rail corrugation, especially in tight radius curves = extending the grinding interval by at least a factor 2.
Possibility of reducing the ballast bed thickness (up to 10 cm).
Minimising maintenance eff orts: Levelling, Lining and Tamping (LLT) period extended by a minimum factor of 2.
Payback period is approximately 3-4 years.
Transition Zones Design and Control
Less diff erential settlement.
Controlled stiff ness diff erential (where conventional ballasted track interfaces with slab-track or goes over a bridge, embankment, tunnel etc.)
Product specifi cations
Attached during sleeper production by means of CDM MFF® technology
Can be glued to sleeper post-production
Compatible with all in-track sleeper installation methods
Installation
CDM MFF® is the registered trade mark for the Micro-Filament Fastening bonding technique
Designed to fi x PCT-USP onto fresh concrete during sleeper production
Compatible with all production processes and concrete types
CDM MFF®
Mitigation of detrimental eff ects and ballast stiff ening due to wind blown sand
Noise & vibration control
Vibration Insulation up to 15 dB(v)
Decreases noise (about 1 dBA) when compared to new track
Sand ingress
Bonding method Fixed on fresh concrete through CDM MFF® technology Glued post sleeper production
Materials Resin-bonded rubber (RR family)
Thickness range For the elastomer part: 7 - 20 mmFor the CDM MFF® layer: 0,7 mm
Geometry Flat
Sleeper compatibility Suitable for all monoblock or bi-block concrete and timber sleepers. All possible geometries
Density range 710 - 1200 kg/m3
Static bedding modules range 0,07 - 0,25 N/mm3 according to DIN 45673-6
Dynamic bedding modules range (10Hz)
0,08 - 0,32 N/mm3 according to DIN 45673-6
Pull-out strength >0,5 MPa according to DIN 45673-6
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THE GLOBAL RAIL FASTENINGS LEADER
The world’s premier provider of rail fastening solutions. PANDROL leads the way in rail fastening quality, innovation and sales.
Our international presence ensures local service for customers everywhere.
QUIETER, MORE SUSTAINABLE RAILWAYS
PANDROL CDM Track solutions increase the lifespan of railway systems, while reducing their impact on the environment.
CDM Track’s acclaimed products mitigate vibration and sound from train, tram and metro systems around the world.
EXPERTS IN RAILWAY INSTALLATION AND MAINTENANCE
Rosenqvist makes railway construction and maintenance faster and more efficient.
Rosenqvist provides cost effective, time-saving installation equipment that increases productivity, reduces possession times and improves safety.
IMPROVING RAILWAY SAFETY BY THINKING DIFFERENTLY
Vortok employs clever engineering to develop unique solutions for rail stressing, signalling and more.
Focused on quality, productivity and cost, Vortok products improve the safety of railway infrastructure and workforces.
RAIL TRACK ELECTRIFICATION SYSTEMS
Complete electrification solutions for rigid catenary and third-rail conductor system railways, from design to engineering and supply.
Electrification Railtech also provides fully automatic systems for trolley buses and tramways.
PANDROL Track Systems operates around the globe, with a proven supply record covering a very wide range of climates and train operating conditions.
In the High Speed sector in particular, we have supplied fastenings for both ballasted and non-ballasted tracks to railway systems in many countries, operating with design speeds of up to 350 km/hr. The maximum speed of 574.8 km/hr reached in trials in France created a new world record for wheel-on-rail technology, and this was achieved on track with PANDROL rail fastenings.
Running trains at these high speeds requires absolute condence in the track. PANDROL has been supplying rail fastening systems for over 75 years, and its portfolio of products for High Speed track continues to evolve. The latest designs embrace tomorrow’s demands for high capacity operation and very low maintenance.
PANDROL TRACK SYSTEMS - THE GLOBAL MARKET LEADER IN THE SUPPLY OF RAIL FASTENINGS
WE’RE FAST
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Country Rail Authority No of Rail Seats Fastening Type Track Type Speed (km/h)
Axle Load (tonnes)
Year installed
Belgium SNCB 600,000 e Ballast 300 17 1996
China MOR, KJ13 1,232,000 FC Ballast 300 17 2008
China MOR, KJ13 151,308 SFC Slab 300 17 2008
China MOR, KJ14 942,874 FC Ballast 300 17 2008
China MOR, KJ14 84,942 SFC Slab 300 17 2008
China MOR, KJ12 769,650 FC Ballast 250 17 2008
China MOR, KJ12 307,714 SFC Slab 250 25 2008
France SNCF 5,618,000 FC Ballast 330 17 2001
France TGV Est 1,800,000 FC Ballast 300 17 2005
France TGV Est 22,000 SFC Slab 300 17 2005
France LGV EE2 717,000 FCX Ballast 300 17 2014
France BPL 1,338,922 FCX Ballast 300 17 2016
France SNCF 3,000,000 NABLA Ballasted 275 17 1983
France SNCF 1,500,000 NABLA Ballasted 300 17 1996
France SNCF 1,500,000 NABLA Ballasted 300 17 1991
Italy Diretissima 1,420,000 e Ballast 250 25 1990
Italy RFI 1000 FC Ballast 250 22.5 2000
Italy Roma – Napoli 1,200,000 e Ballast 300 17 2001
Japan EJR – Nagano 100,000 e Ballast 275 22.5 1997
Japan EJR - Fukushima 16 FC Slab 275 15 2001
Japan EJR - Tohoku 20,000 FC Ballast 275 15 2002
Japan EJR – Tohoku 80,000 e Ballast 275 15 2002
Japan EJR – Tohoku 3,200 FC Slab 275 15 2002
Japan EJR – Tohoku 8,800 e Ballast 275 15 2007
Japan EJR – Tohoku 3,810 e Ballast 275 17 2007
Korea KTX 1000,000 e Ballast 300 17 2000
Korea KTX 1,000,000 FC Ballast 300 17 2004
Korea KTX (phase 2) 800,000 SFC Slab 300 17 2009
Spain AVE 1000 FC Ballast 300 17 1999
Total 25,222,236
PANDROL≥ 250 KM/HINSTALLATION REFERENCE LIST